Maneuvering system for watercraft

ABSTRACT

The invention relates to two maneuvering systems, each of which is located in a housing and which are placed as far apart from each other as possible on the stern in order to this enable a watercraft to be moved precisely on the longitudinal axis, laterally, forward/backward and on the vertical axis. By means of a modified throttle and gear lever of the main engines, referred to as a manipulator, which is coupled with the functions of the maneuvering systems and, with the integration of the steering wheel, all of the maneuvering functions and driving modes can be carried out and automated or act in a supportive capacity by means of the controller, or the manual incorporation of the main engines can be permitted at any time by means of an actuator.

CONTINUITY INFORMATION

This is a Continuation of U.S. application Ser. No. 14/233,253 filed Apr. 21, 2014, which is a National Phase of International Application No. PCT/CH2012/000167 filed Jul. 16, 2012, which claims the benefit of Swiss Application No. CH 1202/11 filed Jul. 16, 2011. The disclosures of the prior applications are hereby incorporated by reference herein in their entireties.

TECHNICAL FIELD

The invention relates to a maneuvering system for watercraft according to the preamble of the first claim.

PRIOR ART

Maneuvering means such as lateral thrust rudders in the form of freestanding propellers or propellers in a tube, centrifugal pumps or jet systems in the bow and in the area of the stern are appropriately known. Their task as simple and efficient course-correction measures or maneuvering aids is to enable a watercraft to rapidly rotate the bow or the stern in an appropriate direction or travel sideways, particularly when maneuvering in narrow ports, in crosswinds or when passing through locks.

Moreover, the shottle drive is known as a stern-drive that can rotate up to 360°, as well as the azimuth drives, which can be rotated 360° as housings.

In recent years, new systems have appeared on the market, particularly by Volvo Penta with the IPS as described in the patent US 2007137550 (A1) and Mercury Marine with the Zeus System, in which the double-Z drives recessed in the hull can move individually independently of each other; accordingly, the thrust angle of one engine need not necessarily be equal to another engine, and the thrust force can also vary, so that the watercraft can also be moved transversely to its longitudinal axis by means of an algorithm without the use of additional lateral thrust rudders.

A bow lateral thrust rudder, or bow thrust rudder for short, causes a corresponding transverse opening under the waterline in the bow region, referred to as a tunnel, in order to insert a propeller with as little gap loss as possible and an angle gear, as well as the mounting of an electrical or hydraulic drive in the interior of the bow. For this reason, the bow must have an appropriately solid construction and emit as little structure-borne sound as possible, since it will act like a violin soundboard. When driving recreational watercraft in turns, the water can shoot through the tunnel in the manner of a fountain and load the bow thrust propeller and the hydrodynamics of the watercraft. Accordingly, the provision of the bow lateral thrust rudder motor requires appropriately thick electrical cables or hydraulic lines throughout the watercraft, since the batteries or hydraulic systems are normally located in the area of the stern in the main engines.

The increasing desire on the part of skippers to also approach port facilities laterally and maneuver into parking gaps in this way is technically feasible with a bow-and-stern rudder but is tedious for the operator and requires appropriate practice.

Jet drives that extend laterally in a hull are known, particularly in catamaran watercraft as described in the patent GB 1210973 (A), and the jet function by means of nozzles and thrust reversal means is described, among other places, in the patent U.S. Pat. No. 5,184,966.

As regards the controlling of watercraft, and propellers in particular, manipulation systems are known which are published in the patents EP 1 112 926 A2 and U.S. Pat. No. 6,264,512.

Trim tabs that are arranged on the outlet side of the propeller drive, as disclosed in the patent US 2007137550 (A1), are also known, and the entire stern-drive can also be trimmed, which is to say tilted in the longitudinal direction.

DESCRIPTION OF THE INVENTION

The object of the invention is to provide a maneuvering system for a watercraft with rigid drive, stern-drive, outboard engine or jet drive which has the function of a bow thrust rudder or stern thrust rudder, namely to enable lateral driving or rotating of the watercraft about the vertical axis, but without a tunnel in the bow, as well as easier operation for greater comfort and increased safety, as well as substantially easier maneuverability even with swivelable stern-drives, because the thrust forces act further outside on the hull. It is also advantageous that the maneuvering tasks can also be carried out with a single main engine. Furthermore, the maneuvering system has a “go home” emergency function as a drive in the event that the main engines fail. A housing carries and protects the maneuvering system and serves simultaneously as buoyancy means and hydrodynamic hull extension.

The system is controlled conventionally by means of the steering wheel and the throttle lever, which has additional functions and is controlled and monitored by the controller.

These features are fulfilled by means of the maneuvering systems mounted on the downstream side on both sides of the stern, shown here as jets for the sake of example and provided with a compact hydraulic drive. The housing of the maneuvering system also serves as a static and dynamic buoyant body, given that the space around the jet and hydraulic drive is enclosed by a closed-cell foam. The bottom of the maneuvering system has one or more levels in order to improve the hydrodynamics on the housing during driving, and optionally a movable cap as well in order to control the inlet of the jet drive. As needed, the tilt of the housing can be changed by means of a pivot bearing and an operating cylinder in order to serve as a trim tab, and the entire assembly can be mounted in a vibration-damped manner on the stern, thus transmitting less noise (structure-borne sound) and less vibrations to the watercraft.

Both of the housings also produce better hydrodynamics in the watercraft, thus reducing consumption about up to cruising speed.

As a result of the positioning of the housing as close to the outer end on the stern, the torque has a much better effect during maneuvering than in swivelable stern-drives or possible outboard engines, which are usually designed for high speed, so the propellers are also as close together as possible.

The advantage of jet drives for such maneuvering applications is also the fact that the forward thrust to the reverse thrust to the neutral position occurs by means of the thrust reversal flap, which is to say the impeller is always rotating in the same direction and therefore does not require a reverse gear, which manifests itself above all in the development of noise, namely each time a switch is made from forward to reverse. By virtue of the thrust reversal flap, the change of thrust occurs continuously and therefore extremely softly, and the thrust reversal flap also serves for determining the direction of the thrust jet, which therefore constitutes a very elegant control. For forward thrust, the thrust reversal flap is flipped upward, and the thrust jet control is done by a controllable nozzle. The jet drive and the thrust jet control are prior art and now combined with the inventive control from the cockpit, the combined standard throttle lever and switch lever circuit having sensors that appropriately control the thrust reversal flap or the nozzle via the controller, and the lever can also be moved transversely in order to operate the transverse driving function intuitively. With this combined throttle lever and switch lever circuit, four drives can therefore be controlled simultaneously; to wit, the two lateral maneuvering systems and the two main engines, each with a single drive, or only one main engine with still two maneuvering systems. The steering wheel is also used, among other things, to maintain or turn the watercraft in a certain position on the vertical axis.

According to the invention, this is achieved by the features of the first claim.

The essence of the invention is to enable precise movement of a watercraft on the longitudinal axis, the vertical axis and the transverse axis by means of two maneuvering systems, which are located in a hydrodynamic buoyant body and are placed as far apart from each other as possible on the stern. By means of a throttle and gear lever, all of these functions can thus be achieved, and the maneuvering system and the main engine of the watercraft can be controlled at the same time.

The controller will not be described in detail in this document; rather, only the interactions of the various drives with each other will be indicated, and nautical language such as portside and starboard are not used, with functions being described instead using left and right.

Additional advantageous embodiments of the invention follow from the sub-claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is explained in further detail below with reference to the drawings. Same elements are provided with the same reference symbols in the various figures.

FIG. 1 shows a schematic view of a hull of a watercraft with the positioning of the two main engines, the rudders, propellers and the outside maneuvering systems with the power unit and the cockpit with the steering wheel and the throttle, gear and running position lever, as well as the controller;

FIG. 2 shows a schematic stern view of a maneuvering system with a tunnel housing, stepped bottom, propeller and the control flaps, as well as the controllable thrust reversal flap;

FIG. 3 shows a schematic view of a throttle, gear and driving direction lever with the functional buttons, [and] the trim button, which also serves as an actuator for the main engines;

FIG. 4 shows a three-dimensional view of both maneuvering systems, one of which is integrated in a tiltable housing by means of a pivot bearing, as well as the hydraulic circuit, hydraulic oil tank, hydraulic pump, valve control and oil lines for the engines 12, and control cables for the controller, as well as the gyro sensor,

Only those elements which are essential to the direct understanding of the invention are shown schematically.

MANNER OF CARRYING OUT THE INVENTION

FIG. 1 shows a schematic view of a hull 1 of a watercraft with the positioning of the two main engines 2, the rudders 3, the large propellers 4 and the outside maneuvering systems 5 with the power unit 6 and the cockpit with the steering wheel 7 and the throttle, switching and running position lever, here referred to as the manipulator 8 for short, as well as the controller 9.

During usual operation when maneuvering with the aid of a separate joystick or by means of press buttons, in addition to the steering wheel and throttle and gear lever, such control aids can be substituted by a single manipulator 8 and the controller 9, which are an integral component of a standard throttle and gear lever and therefore require no rethinking and elaborate conversion; on the contrary, the hand movements, according to arrow Q and Q1, for controlling the watercraft are logical and hence managed intuitively and are also precisely supported by the controller 9.

The controller 9 is programmed by default such that, when navigating in harbors, the main engines 2, starting at a defined lower engine speed or speed threshold, are switched off, and silent running and maneuvering are performed by the two maneuvering systems 5. The transition from the main engines 2 to the maneuvering system 5 can occur in an on/off or continuous manner, which is to say the main engines 2 and the maneuvering system 5 still remain active together via a timeline. The main engines 2 generate a thrust P, and the maneuvering system 5 generates a thrust S or SS. If the watercraft is driving in the maneuvering system 5 mode, the hands of the person steering remain on the steering wheel 7 and on the manipulator 8, but the maneuvering characteristics of the hull are consequently improved, and no hectic aspects ensue, such as abruptly changing engine speeds. The individual functions regarding the maneuvering of the hull 1 are explained in FIG. 3.

It is central that the two maneuvering systems 5 are attached to the stern 10 of the hull 1 as far apart from each other as possible and are accommodated in the housing 11. At the same time, the housing 11 constitutes a protective shell for the maneuvering system 5 and also serves as a static buoyancy means and as a dynamic buoyancy means when driving and therefore has a stepped bottom with one or more levels in order to cause less friction at higher speeds.

The far-separated position of the maneuvering system 5 results in excellent torque, so even the bow BB of a long hull 1 can be easily moved. Through the mounting of the housing 11 with the stepped bottom on both sides on the downstream side, it does not disturb the rudder 3 and the propeller 4 in any way but improves the flow around the hull 1, thus improving hydrodynamic performance as well as the rolling and pitching behavior of the watercraft when anchored.

The maneuvering system 5 constitutes, for example, a jet drive and comprises a motor 12, which drives the impeller 14 in a tube 15 via a shaft 13, which impeller 14 gives off the thrust S, SS through a controllable nozzle 16 and a controllable thrust reversal flap 17 diverts the water jet for the reverse thrust so that the thrust S, SS points in the opposite direction.

The motor 12 is, for example, a hydromotor and is supplied by the power unit 6, which comprise [sic] a hydraulic pump and a hydraulic oil container and a valve control. It is conceivable, at least, for the motor 12 to be an electromotor and for the power unit 6 to constitutes a battery or a generator, or for the motor 12 to be a combustion engine and for the power unit 6 to constitute the fuel tank and have a water-tight intake tract which removes the combustion air from the interior of the hull 1.

FIG. 2 shows a schematic stern view of a maneuvering system 5 with a tunnel housing 18, stepped bottom 19, the maneuvering propeller 20 and the control flaps 21, as well as the controllable thrust reversal flap 17, which is identical in function to the jet drive.

Instead of the jet drive, which only reaches its optimum output at high engine speeds and high back pressure, which is to say it emits at high speed, a propeller is generally more economical at lower speeds, although it is more likely to run aground. For this reason, a small maneuvering propeller 20 is indicated which nestles partly in a tunnel housing 18 and is thus cleanly flowed upon. The control flaps 21 assume the same function as the nozzle 16 in the jet drive, and continuous forward-backward movements of the hull 1 can be achieved by means of the thrust reversal flap 17 with the maneuvering propeller 20 as well, identically to the jet drive but without a shifting gearbox, which also saves in costs and increases comfort.

In addition, the housing 11 is also foamed out by means of a closed-cell foam 22, so that water is completely prevented from entering the housing 11, and the entire assembly is made into an excellent buoyant body, whether as a static buoyant body when anchored or as a dynamic buoyant body with unique hydrodynamic advantages which, up to cruising speed, certainly does justice to the saying “goes the distance.” After that, the wetted surface on the bottom 23 is reduced by means of the steps 24 in order to reduce harmful friction of the water flow on the bottom 23. At top speed of the hull 1, it is possible for the housing 11 to no longer have any contact to the water flow.

It is conceivable for the housing 11 to be rigidly attached to the stern 10 and, starting at a certain speed of the hull 1, for an operating cylinder 39, which is attached both to the tunnel housing 18 on the inside and on the propeller shaft 40 by means of a shaft support (not shown here), controlled by the controller 9, to raise the maneuvering propeller 20, so that it no longer has any water contact with the vehicle flow on the stern 10.

FIG. 3 shows a schematic view of a throttle, gear and driving direction lever, referred to here as a manipulator 8, with a trim button 25 a, which also serves as an actuator 25 b for the main engines 2, with the lever 26 being guided in the connecting member 26 a and it can also be rotatable, and sensors 27 detect the position of the lever 26.

As shown in FIG. 1, the manipulator 8 is based on the function of a standard throttle and gear lever, which is guided, for example, in the connecting member 26 a or attached to the side wall of the cockpit, and the lever 26 can be swiveled there, and a sensor 27 is arranged therein that measures the path in the connecting member 26 a or the angular movement of the lever 26. The controller 9 first checks the speed of the main engine 2 and, at a certain speed or speed threshold, the controller 9 switches into the maneuvering system 5 mode. In the main engine mode, the path of the lever 26 is also detected by means of the sensor 27, that is, at F1, the gearbox switches into forward drive and the propeller 4 develops a forward thrust, so that the hull travels forward. At R1, the opposite is the case, so the hull travels backwards. If the lever 26 is pressed over the point F1 in driving direction D, the speed of the two main engines 2 is increased, so the hull 1 travels faster, At the position N, the propeller 4 is disengaged and the hull 1 does not have any thrust direction.

Starting at a defined lower engine speed or speed limit, the maneuvering system 5 is activated, and the hull 1 therefore continues to be controlled forward or backward by means of the range F to R of the lever 26, depending on the direction of actuation of the lever 26 and detection by means of the sensor 27 and analysis in the algorithm of the controller 9. In this case as well, the further the lever 26 is pressed forward, the more speed and thrust S, SS the impeller 14 generates, and the same holds true in the opposite direction R. In the position N, in turn, no thrust S, SS is generated. If a jet drive or a maneuvering propeller 20 in the tunnel housing 18 is involved, no disengagement of the gearbox is necessary; rather, the thrust reversal flap 17 has a position which does not permit any thrust S, SS in a certain direction. If the lever 26 is moved over the point F or R, the main engine 2 automatically switches as well. In this way, it is ensured that sufficient force is present in rough seas in order to hold the hull in the desired position. In addition, the main engines 2 can be switched on at any time by means of the actuator 25 b in order to call up the necessary thrust support P even earlier as needed, for example.

Using the controller 9 and the position of the lever 26 and the engine speed or speed, it is decided during the acceleration phase of the hull 1 whether both thrusting means P, S, i.e., maneuvering system 5 and main engines 2, should be activated simultaneously so that even better acceleration of the hull 1 is achieved.

Starting at a certain engine speed or speed limit, the maneuvering system 5 is automatically switched off and the main engines 2 take over the thrust P for driving.

Unlike with standard throttle and gearing, the lever 26 can additionally be moved laterally to the line SL or SR, which enables the hull 1 to be moved elegantly sideways. By means of this activation, the nozzle 16 and the thrust reversal flap 17 of the two maneuvering systems 5 are put into a predefined position, namely, as shown in FIG. 1, into the vector position V, so that the thrust S, SS acts in the direction of the corresponding arrow. If the lever 26 is pressed further to the right, the two maneuvering systems 5 increase their speed, so the hull 1 moves faster sideways. If the lever 26 is pressed in the opposite direction, the hull 1 moves in the opposite direction accordingly, The travel range of the lever 26 in the transverse direction can also be detected by means of a sensor, by means of either a travel or angular or pressure sensor, with the latter reacting to the hand pressure exerted on the lever 26.

Because the predetermined vector position V cannot ensure exactly that the hull 1 will always allow itself to be moved exactly parallel to the predetermined virtual longitudinal axis LA, on account of varying wind and current conditions, and even the weight distribution on board the watercraft that results in a different trim on the hull 1, the parallel lateral movement of the hull 1 can be corrected easily and simply by means of corrections on the steering wheel 7. If the hull 1 moves laterally to the right in arrow direction DD, but the bow BB moves faster and the hull 1 therefore leaves the predetermined longitudinal axis LA in space, the bow BB can be returned by turning the steering wheel 7 in the counterclockwise direction, thus restoring the predetermined parallel lateral travel. Technically speaking, the controller 9 issues a command to a means of force of the right thrust reversal flap 17 to decrease the angle of the vector position V by the amount v or to increase the engine speed in the motor 12, the latter always being a last resort, particularly if the corresponding thrust angle is no longer helpful. An increase in engine speed and the subsequent reduction in engine speed are perceived by passengers as unpleasant. It is conceivable, instead, for the direction of the thrust SS to be increased by the amount v1 or for both of the thrust directions S, SS to be shifted together, thus bringing the bow BB into place again. The appropriate actions are contained in the algorithm in the controller 9. For small deflections of the hull 1 from the longitudinal axis LA, a gyro sensor 36 (mentioned in FIG. 4) can also be connected to the controller 9 that automatically corrects a departure of the hull 1 from the originally selected longitudinal axis LA when the hull 1 is being driven sideways.

One special position is the turning of the hull 1 on its own vertical axis HA, a function that is otherwise easy to handle with two main engines 2 in the position of the opposite thrust directions P of the propellers 4. This application can also be performed with a single main engine 2, according to the invention; it is for that purpose that a function button 28 is located on the lever 26 that, when depressed and the steering wheel 7 is turned slightly, for example, the maneuvering systems 5 can be put into the mode of the vector position V and, by means of continued turning of the steering wheel 7, the rotational speed of the hull 1 about its vertical axis HA increases as a result of an increase in the engine speed of the motors 12. By means of an ergonomically ideally placed and simple actuator 25 b, is also possible to immediately switch on the main engines 2 and to produce the rotation using the large propellers 4, or even to use it for normal forward and backward maneuvering, such as in strong winds and currents, when extraordinarily high thrust forces are required. It is conceivable for the grip of the lever 26 to be rotatable and thus able to assume the function of the steering wheel 7.

If one of the two propulsion means 2, 12 fails, driving and maneuvering can also be performed very well using a mixed form, all of the failure scenarios in the algorithm are stored in the controller 9, so that this does not pose any problems for the operator of the watercraft. If the propeller 4 is a controllable-pitch propeller, its propeller blades are feathered by means of the drive of the maneuvering systems 5 during silent operation; with a fixed propeller, it is disengaged and rotates along freely.

FIG. 4 shows a three-dimensional view of the two maneuvering systems 5, one of which is integrated by means of pivot bearing 29 in a tiltable housing 11, as well as the hydraulic circuit 30, hydraulic oil tank 31, hydraulic pump 32, valve control 33 and the oil lines 34 for the motors 12 and control cable 35 to the controller 9, as well as the gyro sensor 36.

For the sake of example, the hydraulic drive version is shown with one jet which has a hydraulic oil tank 30 in the hull 1, and the hydraulic pump 32 with the valve control 33 is mounted on it. This design is consistent with the prior art, such as for excavators and the like, which also have two sides of driving means to control. By means of the oil lines 34, each motor 12 is supplied individually with oil and is part of the hydraulic circuit 30, without showing coolants and the like here as well, The oil lines 34 lead in a water-tight manner through the stern 10 (not shown here) and into the housing 11. The hydraulic pump 32 is driven by a separate combustion engine or generator or battery or by the main engine 2.

The manual control commands that the operator of the watercraft gives to the steering wheel 7 and to the lever 26 are recorded by the sensors 27 and analyzed by the controller 9, and the hydraulic pump 32 and the valve control 33 are activated accordingly, as well as the nozzles 16 and, as needed, the thrust reversal flaps 17 are brought into position by means of the control cable 35. The control cables 35 can be Bowden cables or electrical or hydraulic lines, depending on the type of actuators used in order to move and maintain the individual technical means. By means of the gyro sensor 36, the hull 1 can be automatically maintained in a certain orientation of the longitudinal axis LA.

Upon actuation of the steering wheel 7 and active gyro sensor 36, the latter is suppressed immediately, and the movement of the steering wheel 7 remains the priority. Also shown here is a maneuvering system 5 in the housing 11 that can be tilted by means of the pivot bearing 29 and a means of force (not shown here). During travel, the housing 11 can be tilted by means of the trim button 25 a, for example on the lever 26, so it can be used as a trim tabs. For this purpose, the inlet 38 of the tube 15 is sealed or rid of the water flow by means of a movable or angularly adjustable flap 37. If the housing 11 is designed as a tunnel housing 18, it is also possible for it to be able to be folded up during travel, so that the small propeller 20 does not produce any resistance in the water flow.

The pivot bearing 29 can also be elastically mounted like the mounting of the housing 11 on the stern 10, so that structure-borne sound and vibrations on the housing are separated from the hull 1.

Moreover, the motor 12, particularly in the electrical or hydraulic version, can reverse its direction of rotation, so that if grass or the like obstructs the inlet 38, the thrust S, SS can be reversed, thus rinsing away the interfering substances from the inlet 38.

As will readily be understood, the invention is not limited only to the exemplary embodiments shown and described.

LIST OF REFERENCE SYMBOLS

-   1 hull -   2 main engine -   3 rudder -   4 large propeller -   5 maneuvering system -   6 power unit -   7 steering wheel -   8 manipulator -   9 controller -   10 stern -   11 housing -   12 motor -   13 shaft -   14 impeller -   15 tube -   16 nozzle -   17 thrust reversal flap -   18 tunnel housing -   19 stepped bottom -   20 maneuvering propeller -   21 control flap -   22 foam -   23 bottom -   24 step -   25 a trim button -   25 b actuator -   26 lever -   26 a connecting member -   27 sensor -   28 function button -   29 pivot bearing -   30 hydraulic circuit -   31 hydraulic oil tank -   32 hydraulic pump -   33 valve control -   34 oil line -   35 control cable -   36 gyro sensor -   37 flap -   38 inlet -   39 operating cylinder -   40 propeller shaft -   BB bow -   S thrust -   V vector position -   v vector change -   S, SS thrust directions -   LA longitudinal axis -   HA vertical axis -   P thrust propeller 4 -   Q, Q1 hand movement path 

1. A watercraft comprising: a hull; a main engine attached to the hull; a propeller drivingly connected to the main engine; a maneuvering system that is mounted to a stern of the hull behind the main engine or the propeller relative to a longitudinal axis of the hull; and a controller that controls the main engine and the maneuvering system, wherein: the maneuvering system is supported in a housing or in a tunnel housing, the maneuvering system can be manipulated by a user and controlled by the controller, and the main engine and the maneuvering system can each generate a separate thrust.
 2. The watercraft according to claim 1, wherein a flap is mounted on the housing or on the hull.
 3. The watercraft according to claim 1, wherein the maneuvering system includes a maneuvering propeller and an operating cylinder.
 4. The watercraft according to claim 1, wherein the maneuvering system includes two maneuvering systems and the main engine includes two main engines that can be controlled individually or jointly.
 5. The watercraft according to claim 1, wherein the maneuvering system includes one of a hydraulic pump and control valve or a control flap and thrust reversal flap.
 6. The watercraft according to claim 1, wherein: the maneuvering system includes a motor, upon full acceleration of the watercraft in a predefined speed window of the motor or speed window of the hull, the maneuvering system and the main engine operate together; and below a predefined speed of the motor or speed of the hull, only the maneuvering system operates.
 7. The watercraft according to claim 1, wherein: the maneuvering system includes a plurality of maneuvering systems and the main engine includes a plurality of main engines, a lever regulates engine speed and reversal for several main engines of the plurality of main engines and several maneuvering systems of the plurality of maneuvering systems by means of a longitudinal movement in a direction of the longitudinal axis of the hull, and with a transverse movement of the lever, a main direction and speed of parallel sideways travel is controlled, and fine controlling is performed using a steering wheel or automatically using a gyro sensor.
 8. The watercraft according to claim 1, wherein the housing or the tunnel housing is attached to the stern of the hull and has a stepped bottom.
 9. The watercraft according to claim 1, wherein the housing can be tilted or folded up using operating cylinders, a pivot bearing and a trim button.
 10. The watercraft according to claim 1, wherein the maneuvering system includes two maneuvering systems that are respectively mounted on the stern of the hull and, between the two maneuvering systems, one or two propellers are active and the two maneuvering systems provide a jet or propeller drive.
 11. The watercraft according to claim 1, wherein the housing or the tunnel housing generates a static and/or dynamic buoyancy.
 12. The watercraft according to claim 1, wherein: the maneuvering system includes a motor, a shaft and an impeller or maneuvering propeller that are rigidly or elastically supported on a bottom of the housing or the tunnel housing, and the maneuvering system generates thrust using a nozzle or control flap and a thrust reversal flap.
 13. The watercraft according to claim 1, wherein: the maneuvering system includes a flap, and at a starting speed of the hull, the flap closes an inlet or a water flow at the inlet is diverted by the flap.
 14. The watercraft according to claim 1, wherein: the maneuvering system includes a maneuvering propeller, and at a starting speed of the hull, the maneuvering propeller is raised.
 15. The watercraft according to claim 1, wherein: the maneuvering system includes a flap and a motor, a direction of rotation of the motor can be reversed, and the flap can be mounted at an inlet of a tube.
 16. The watercraft according to claim 1, wherein: the maneuvering system includes a motor, and the motor is operated by a power unit mounted in the hull and operates electrically or hydraulically or by using a combustion system.
 17. The watercraft according to claim 1, wherein the maneuvering system enables lateral driving or rotating of the watercraft about a vertical axis. 